RRPhil wrote:

You mention that you have no DTCs present. Does that mean you have your own diagnostics kit, or did you get them read at a workshop? If it’s your own kit it would be worth checking to see if it’s capable of reading and recording live data, in particular the engine speed, turbine speed, transmission output speed and TC LUC solenoid current. If so, you could record these parameters during the vibration and analyse them (or I’d be happy to do it for you), which would tell you if it’s the torque converter lock-up clutch causing the issue. If not, it would allow you to eliminate it from your enquiries.

Click image to enlarge

Phil

Phil Hi
Does that mean at 3rd gear turbine speed goes down to 1200 even engine rpm is 1800?
What if I am trying to climb a small hill at 3rd on 1200 rpm engine speed?
Will turbine rpm go even lower??
That’s when I have vibration  2010 3.6tdv8 180k km.
sold 06 td6 160k
Sold 03 td6 260k

The turbine speed is simply a reflection of the vehicle speed and the gear ratio. In this case, 3rd gear ratio for the 6HP26 is 1.5211 i.e. (71+37)/71, so the 1200rpm turbine speed is equivalent to 789rpm propshaft speed (1:1 transfer box ratio in high range). For a final drive ratio of 3.5385 i.e. 46/13, the driveshaft/wheel speed is therefore 222.9rpm and so, based on a tyre rolling radius of 382mm (255/55 R19 or 255/50 R20 tyres) the vehicle speed immediately following the 2-3 upshift is 32km/h.

This is at light throttle, so at bigger throttle openings the shift will take place at a higher vehicle speed and therefore the turbine speed will be higher.

The graph doesn’t show a steady-state condition i.e. the vehicle is accelerating. This means that the torque converter slip is higher than it would be than if you were climbing a gentle hill at a constant speed. In that case, the engine speed would be much closer to the turbine speed.

Phil

Thanks again Phil.
Yes mine is at steady speed.
That was after a partial oil change.
Then I did not have the vibration again.
Is this even possible?? 2010 3.6tdv8 180k km.
sold 06 td6 160k
Sold 03 td6 260k

The fluid change could alter the static-to-dynamic frictional properties of the fluid which, in turn, could reduce the stick-slip vibration. Generally, though, this would be a short-term solution as the lock-up clutch friction plate is worn and will need to be replaced eventually. Maybe it’s bought you some time, though.

Similarly, friction modifiers like Dr Tranny Instant Shudder Fixx can sometimes alleviate the symptoms. However, these products don’t put friction material back on the clutch plate, so they are only temporary solutions. These products also affect the friction characteristics of the shift clutches, and not just the TC LUC, so the solenoid adaptions would need to adjust to the new characteristics. If this is within the working range of the solenoids then all will be fine. But if it isn’t ……

Phil

Thanks mate.
I found out that These zf s are mostly prone to tq vibration.
Is this true? 2010 3.6tdv8 180k km.
sold 06 td6 160k
Sold 03 td6 260k

Yes, I think that’s probably true, and there are a couple of reasons for this.

1. To save on packaging space and cost, ZF decided not to fit a torsional vibration damper to the torque converter lock-up clutch on 5-speed and early 6-speed models and, instead, control the clutch so that it slips slightly (around 3%) at low engine speeds in the higher gears to absorb torsional vibration.

2. The ZF (Sachs) converters are a ‘captive clutch’ design, where the lock-up clutch piston only moves around 1mm from fully on to fully off. The friction plate only has to wear by a small amount for it to have a significant effect on the piston stroke.

Click image to enlarge

All are engineered to visit service shops;) 2010 3.6tdv8 180k km.
sold 06 td6 160k
Sold 03 td6 260k